Tri-variable automatic change speed transmission



July 13, 1937.

E. R. BuRTNT-r TRI-VARIABLE AUTOMATIC CHANGE SPEED TRANSMISSION 3 Sheets-Sheet l Filed Nov. 4, 103,0

July 13, 1937. E. n. BuRrNE-rr 2,086,600

TR-I -VARIABLE AUTOMATIC CHANGE S PEED TRANS MI S S I ON Filed NOV. 4. 1935 3 Sheets-Sheet 2 I H 86 84 28g j INVENTOR.

July 13, 1937. E. R. BURTNETT TRI-VARIABLE AUTOMATIC CHANGE SPEED TRANSMISSION Filed Nov. 4, 1955 3 Sheets-Sheet 3 maaieniniy i, Aiev y par er Application November fi, i933, Serial No. 696,682

as cias. (ci. 745-337) This invention relats to a power transmission ing input members and the engine driven transfor general adaptation, but herein more particumission member, and to automatically disengage larly designed for use in connection with a motor and free the engine on the latter decelerating to Vehicle o 1 a predetermined low (idling) speed; and in con- An object ofthe invention is to provide a simnection with the speed controlled operation of 5 plied, light weight land inexpensive formL of one of the separate clutching ele-ments of the change speed gearing affording at least three fordouble acting input clutch to give the high drivward speed driving ratios by one constant meshing ratio operating relation between the gearing ing relation of gears and provided with dual inand the engine driven transmission member, to

put membersand dual output members, the dual adapt the alternative separate clutching element input members adapted to be input alternatively of this input clutch component of the invention vutilized in operating connection with a common to optional operator control for supplanting the power member whereby the gearing is altered in normally automatic operating high driving ratio operating relation to give different driving ratios gearing input driving connection with the lowy lto either of the dual output memb rs, and thev driving ratio gearing input driving connection. l5 01113D1111 members daptedto give gear Changing As another object, and more particularly in operation with a common vehiclev propelling connection with the two-speed dual input clutch member. feature,vthe invention aims to provide novel Another object is toprovide a simplied, highmeans for effecting disengagement of the autoly ecient and inexpensive form of combined matically engaged one of the two-speed effect- 20 Drie-Way driving lOWSDeed and 'GWG-Way driving v ing clutch elements of the input control wherehlgl'l Speed Connection establishing Clutch errlby, in' response to a force caused to be conveyed bodimerlt interpesed between the dual Output through the body of the other, alternative or members 0f the Change Speed gearing unit and manual engagement effectually controlled clutch the Vehiele propelling Shaft whereby, in a pre element of said dual input clutch feature the 25 selectedl forward driving relation: the` gearing automatic engaged clutch will be disengaged in unit is established in permanent One-Way driving favor of the substituted speed, or gear ratio as relation by its low speed effected output memberl effected by the manually engaged clutchf VThe with the vehicle propelling shaft, and whereby on object being to Simultaneously @gent d'segage sufdcient speed of rotation of one of the gearing ment of one Clutch and engagement 0f another,

- vand vehicle propelling shaft members the gearing or Substitute driving ratio eecting Clutch by is automatically brought into high speed output a physical force requirement on the Operator membe? operating connectior? with the Vehicle no greater than that required to engage the propelhng shaft' While maintaining the 10W Speed option alternative driving ratio effecting clutch,

output member operating' connection therewith. and the principle of this means being that of 35 40 gearing unit and the transmission member which Another object is to provide a simplified, flexible, highly emcent and inexpensive form of double acting clutch embodiment interposed between the dual input members of the change speed accomplishing disengagement of a normally automatically engaged clutchin response,.or as a result of engagement of, a second and option eiectually engageable clutch. 40 lThe invention also provides operator option to' change from either the engine speed controlled or vehicle 'speed controlled centrifugal clutch normally/ established driving ratio, at any speed is driven by the vehicle engine for selectively completing the driving connection between the engine driven Ctransmission member and onel of the two input members of the gearing unit,

whereby vthe latter is` eiected to give different of the vehicle, and with all the dentate related 45 driving ratios byl each of the dual output memtfansmissipn members maintained in the Pre bers thereof by alternative Operation of this im selected forward drive constant operating relaut contromn doubl acting dutch. tion, by depressing the single forward speed conp Another objct is to adapt one of the two septrol treadle with the toe of the left (conventional 0 arate clutching elements of the doubley acting clutch) foot, while maintaining the right foot in 5o input controlling-clutch to operate on sufficient ontrol 0f the accelerator pedal, thus affording speed of rotation of the engine driven transboth hands may be free to manipulate the steerinission member to automatically complete the ing wheel. This novel and extremely advandriving connection between the relatively' higher tageous feature of the present invention isr` renspeed driving ratio effecting one of the two geardered doubly advantagepus and affords an un- 55 precedented safety factor in the operation of a motor vehicle, in that it permits' of the optional driving speed ratios being of two-way driving in character and the period of the supplanted drive facilitated to overlap the drive of the supplanting driving speed ratio, thus availing engine compression asa a brake in ,either and giving uninterrupted vehicle propelling torque flow while the change of speed or driving ratio is being effected. Of particular importance of this novel feature is the means for meeting emergencies such as instantly adjusting the transmission from a state giving direct drive'to a state giving an engine-compression-utilizing gear drive for riegotiating slippery down grades or for accelerating the vehicle, at comparatively low speeds, from the path of approaching danger.

' A still further object of the invention is to providea combined centrifugal automatic drive coupling and centrifugal automatic change speed motor vehicle transmission having a power driven main-line drive shaft member and a vehicle pro- -pelling main-line driven shaft member; incorporating a variable speed gearset intermediary therebetween which includes both a direct drive connecting main-line yintermediary shaft -normally in broken relation with both said drive and driven main-line shafts and which variable speed intermediary also includes an indirect gear drive actuated by the main-line direct drive connecting intermediary shaft and normally in operating connection to one-way drive the main-line driven shaft and permitting over-running by the latter; and in connection with such a.combination ofl normally broken driving `Iconnections to provide a combination of two, independently automatic drive coupling establishing units, one to open and 'close the break between the engine driven main^ line drive and intermediary main-line shafts in accordance with the speed of the drive shaft and the other to open and close the break between the intermediate main-line and vehicle propelling` main-line driven shafts in accordance with the speed of the driven shaft.` automatic uncoupling the recoupling" of the engine, respectively, upon braking the vehicle down to a stop and upon accelerating the engine to start the vehicle in reduced gear and automatic change of speed ratio upon predeterminedvehicle speed attainments, this combination, form and" arrangemext lends favorably to utilization of the Y conventional and inexpensive type of gear box having a xed layshaft for torque multiplication gearing mounting.

Other objects and advantages will be obvious upon reading of the following description and on examination of the accompanying drawings.

In the drawings:

Figure 1 is a vertical longitudinal section through the entire transmission. e

Figure 2 is an elevation of the operator control mechanism, in position resulting in forward drive.

Figure 3 is a transverse sectional detail view taken on line 3 3 of Fig. l, looking in the direction indicated by the arrows.

Figure 4 is a vertical longitudinal section through a modified form of variable speed gearing, particularly adaptable for use in connection with the double acting input" clutch component of the present invention, wherein an adaptation is desired to provide only two speeds automatic.

Reference to these views will now be made with theiuse of like characters which are employed to designate corresponding. parts throughout, but modified with respect to the modified form of the Besides affording invention shown in Figure 4. The various unit embodiments making up the transmission are designated as A indicating the double acting input clutch to the change speed gearing indicated by B, -the combined one-way and two-way driving clutch output unit from the change speed gearing indicated by C, and the system of instrumentalities forming the automatic power input clutch actuating component indicated by D.

Referring to the views, and for the present, particularly to Figures 1, 2 and 3, the rear end of the engine shaft, which will be' termed the engine driven transmission member or driving shaft, is indicated at l. The customary engine iiywheel carried in rotation with the engine shaft ill'is indicated at il. An axially aligned shaft, which will be termed an intermediate shaft or first input member, is indicated at l2 and extends, preferably as an integral member through the change speed gearing unit BRA driven clutchplate i3 is carried in rotation with the shaft l2 and is adapted to be engaged with a bottom vfriction face Ml formed on the iiywheel ll A case l5 provides a housing for the input clutch and change vspeed gearing components A and B. Piloting the driven end of the intermediate shaft l2 in journal engagement with the engine shaft l@ f and piloting the driving end of the intermediate shaft l2 in an end recessed at ll therefor is a vehicle propelling shaft i8, which latter may be termed the aligned driven member' or driven shaft.

A bell i9 is provided and carried in rotation with the driven shaft l, and a multiple disk friction element for completing a direct driving connection between`J the intermediate shaft l2 and driven shaft i8 is comprised of driven disks 20 keyed to the bell lll of the driven shaft i8 and mating driving disks 2l keyed, preferably through the medium of an intermediary member, to the intermediate shaft l2.

A sub case 22, preferably detachably secured to the case l5, provides a housing for the output clutch component C of the invention, and a bearing 23 mounted in the end of this sub case journals the driven shaft i8 at a rear point therein.

A second bell 2li is provided and is preferably detachably bell is preferably of smaller diameter than the bell I9 adapting the smaller diameter, ,which rotates with the ,driven shaft E8, to operateas a concentric driven race for roller clutch members 25, which latter in turn are adaptedto engage one-way clutch cams. The vbell 2li is formed with a flange portion 26 bolted at 2l to the bellcl 9. The smaller diameter bell 24 is also provided with a contracted rearward end 2B accommodating bearing rollers 29 by which iatter the driven Shaft is is mounted rotatable on the intermediate shaft I2.

Returning to the'input end of the gearing component B and considering the intermediate shaft l2 as being adapted to operate as the high speed effecting input member to said gearing comio t is a recess i6 formed in the latter,

The 'separate driven clutch element for the second input shaft member partscomprising a driven a presser friction plate 30 is provided in two friction plate 34e^and 35orespectively arranged 75 vspeed driven plate aoeaeoo in front and behind a back platertt which is xed by rails 31 to the flywheel il. The presser plate 35 is adapted to operateas an optional lclutching presser member under control of the operator. A

. primary presser plate 38 is provided and disposed between the high speed input driven clutch plate i3 and the low speed driven plate 3d whereof it is supported by the rails 31 to rotate with the ywheel il and adapted to into engagement with and to clutch the high i3 to the bottom friction face id and to be moved rearwardly into'engagement with and to clutch the low speed,` driven plate 3d to the front face of the back plate 36. The back plate 55 is longitudinally held rigidly in an adjustable position by nuts 39 and 46 threaded onto the rails 31.

Springs di and i2 respectively placed between the primary presser plate l3S and the flywheel il and between the presser plate 38 and cups d3 operate to normally yieldingly maintain this presser plate in a neutral position between the high and low speed effective driven plates i3 and 3Q. The cups i3 are mounted longitudinally reciprocal on the back plate 36. A shell lli is secured to the rails 31 by the nuts d8, and cenplate 38 on the trifugal weights d are operatively interposed between the cups 43 and the shell 44. The normal compression of the springs 4|and d2 is such as to. normally maintain the weights 45 in positions at rest. Openings 46 are shown. in the outer portion of the shell 44 to accommodate the weights 45 occupying the plane of said shell and serve as side guides therefor, while the feet 41 of the weights 45 seating inthe offsets 48 of the cups 43 secure the weights d5 operatively vin position.

An axial thrust bearing 43 is mounted on the low speed effecting input shaft 30 and adapted to be carried in axial movement rearwardly therewith. This thrust bearing is adapted to engage the inner flange portion 50 of the primary presser bearing 49 being carried rearwardly with the shaft 30. A screw 5| is splined to the shaft 38 and is provided with a coacting nut 52 which latter is internally splined to the optional or auxiliary presser plate 35. This second presser plate 35 is formed with a flange 53 operatively in abutment with both the screw and nut members 5| and 52 for receiving axial movement urge from either, in a forwardly direction, and the shaft is provided witha washer 54 keyed thereto and in operative abutment to both the screw and nut members 5| and 52 for transmitting axial movement urge from either, to the shaft 30. In the event of either the presser plate 35 or the shaft 30 being urged torotate relative to each other; it will be obvious that the natural reaction between the screw and nut members 5| and 52 will be to move axially in opposite directions.

As a means for effecting initial engagement of the optional presser plate 35 with the back plate 36 a yoke 5.5 having roller members 5'6 on either side thereof and in Juxtaposition with the rear face 51 of the hub portion of the optional presser plate 35 is provided. Thfyyoke 55 is mounted for rocking motion by shaft portions 58 and 59 thereof in the case i5. -Movementeof this yoke so as to cause the rollers 56 to lurge the presser plate 35v forwardly will result in the latter being brought into engagement with the back plate 36.

With reference now to Figures 2 and 3, a crank 6l) is shown in connection with the shaft 58, and by means of a link 6| the crank 60 is operatively connected to a foot treadle 62 protruding through be moved forwardly vided receiving a pin but parallel to the reverse .with the countershaft speed effecting gear 86 the toe board of the drivers compartment. Preferably the treadle 52 is mounted for rocking movement at 63 to the underside of the floor board of the vehicle, and the rocking axis 63 is rearwardly positioned with respect to the pin 6d connecting the treadle 62 to the link 6i whereby the linkage thus constructed between the pin 65 connecting the link 6i to the crank 58 and the rocking axis 63 of the treadle 62 will be moved into a dead center toggle state in response to the manual energizing of the treadle 62 at the toe end 65 thereof. This arrangement is proposed in order tor obtain a high degree of force multiplication for the actuation of the yoke 55, rendering the manual effort requirement slightly more than the weight of the operators foot on the end 65 of the treadle 62. A spring 611s provided to return the linkage and treadle to a neutral position.

To Afacilitate locking the foot treadle control' in a position eective in maintaining the presser plate 35 in engagement with the back plate for locking the input clutch in low driving ratio engagement for parking the vehicle in gear on hills or for permanently rendering the centrifugal automatic high driving ratio input clutch element inoperative, a secured bearing 58 is pro- 65 reciprocal therein vfor movement into and out of a position in which the end 65 of the control treadle 62 will be latched `in its depressed position. To actuate the pin 69, a small hand shift lever 18 is mounted for rocking motion preferably on the steering post 1| and this hand control is operatively connected to the pin 69 by a wire 1|".

Referring now to Fig. 1, the change speed gearing component B is illustrated as comprising a countershaft 12 made up of a gear cluster con#` sisting of a driven gear 13, an intermediate gear l 14, a low forward speed pinion and a reverse drive pinion 16. The usual bar 11 provides the customary spindle with its ends xed in the ends of the case I5 for the rotatable mounting of the countershaft 12. I

A reverse idler gear 18 is disposed out of line drive pinion 16 and in constant mesh therewith. A. drive gear 19 is fixed to the second input shaft 30 and in constant mesh gear 13. An intermediate is fixed to the intermediate or first input shaft |2 and in constant mesh with the countershaft gear 14. A forward and reverse drive selector. gear 8| having a rearwardl `ly extending hub 82 provided with cams 83 4engaging the roller clutch members and carrying the latter axially and rotatably with it is mounted rotatable and axially shiftable on the intermediate shaft .l 2 for forward movement into mesh with the forward drive countershaft pinion 15 and for rearward movement into mesh with the reverse idler gear 18. The cams 83, rollers 25 and bell 24 in reality form, an automatic clutch operatively between the driven gearl and thedriven shaft i8 and which clutch is adapted to be controlled by the speed of the driven shaft i8 relatively to that of the gear 8 l.

The shiftable gear 8| is provided with a groove 84 adapted to receive the pin ends 85 of the yoke .86, which latter is mounted by a pin 81 for rocking motion in the case I5. To permit the roller clutch members 25 being carried axially with the the length of the roller clutch members. Clutch jaws 88 are formed on the end 4 of the hub portion of the gear 8| for engagemen with jaws 88 formed in the bottom of the bell-2:

4 53e between the-iiange 25 and spring abutments` when the gear 8l is shifted into mesh with the reverse idler gear 'i8 whereby the gearv 8l is locked to the driven shaft le to effect reverse drive thereof.

Referring now to the output clutch component C, the high speed output centrifugal automatic clutch element thereof consists of a hub @l serving as an intermediary connecting the driving, clutch disks 2l thereof to rotate with the intermediate shaft l2. A presser plate 9,2 is spllned to the bell i9 and disposed ,between the assembly` of clutchv disks 2li and 2l and the flange 2t and wherein by means of bolts 93 surrounded by springs 938 and projecting through openings @il in the flange 25, and by compression of the springs 55, the spring energized bolts 93 tendto normally yieldingly, urge the presser pleite @2 into a forward position in whichthe disks 2@ are mainu tained in released relation to the disks 2l. Centrifugal. weights 95 are provided to actuate the presser plate`92 and have feet Qiseating in an offset 95 formed in the forward face of the presser plate @2 and operatively interposed between the latter and the flange 25, wherein on suimcient speed of rotation the centrifugal force of said weights acting on the presser plate 92 overcome the influence of the springs 93a and automatically actuate the presser plate to move rearwardly effecting positive clutching of the driving and driven disks 2li and 2l with each other and between the presser plate 52 and bottom of the bell l5.

To render the weights 95 inoperative in response to speed, lips 95 are formed on the forward ends of these weights to be encompassed by the rim d50 formed by the recess itl in the flanged side of the groove 82 of the gear 8l, affording that the output centrifugal clutch will be ren-'f dered inoperative when the gear Bl is meshed with the reverse idler gear llt.

A tunnel 902 is formed in the case l5 accommodating a bearing M13 therein. The intermediate shaft l2 is journaled in the bearing it in a mannen preventing axial movement of this shaft in either direction through the use of pin le@ tted into .both the shaft l2 and the intermediate gear 8B, the latterhaving a reduced hub portion occupying the bearing l 531.

Preferably the case l5 is formed with top and bottom openings lill! and H08 respectively covered by cover and bottom plates m5 and M5.

Referring to Figures 1, 2 and 3 the operation of the transmission under control of the input and output centrifugal automatic clutches in automatically initially completing the driving connections to initially move the vehicle from a state of rest in a reduced gear and in automatically changing the drive speed upon the vehicle attaining a predetermined speed is as follows:

Assuming the various parts to be in their respective positions, as shown in Figures 1, 2 and 3, the vehicle to be at a standstill'and the engine operating at idling speed, the latter will be operating-n free from the transmission tral states of both presser plates 35 and 38 of the input clutch' component A.v Desiring to start the vehicle, with reasonable initial getaway and under conditions of not too steep a gradient, the driversimply depresses the engine accelerator pedal (not shown) Whereupon the engine speed is raised t`o a predetermined point whereof the centrifugal force of the weights 45 of th input clutch component A overcomes the ybalanced forces. of the springs 4| land 42. The consequent result is that the presser plate 38 is flexibly urged A'and gear which latter is in rollers 55 due to the neuaoeaeoo driven plate i3. It follows that the engine picks up the load automatically in intermediate (second) gear ratio between the clutch plate i3 and the vehicle propelling shaft l through the consecutive transmission intermediaries shaft l2 to gear u, gear e@ to gear le, gear 'l2 to -gear 'l5 through the countershaft l2, gear 'l5 to gear el through the medium of the one-way drive locking of the roller clutch members 25 between the cams 85 on the hub 52 of gear 8i and the bell 25, l rotation connection with the shaftv it. The driver maintaining engine accel= eration and upon the vehicle attaining a predetermined speed df approximately l2 M. P. H., the centrifugal force of the weights 95 of the output clutch component C of the invention will overcome the tension of the springs 93a. The result being rearward urging of the presser plate 92 with consequent gradual clutching of the driven and driving disks 20 and 2l lfrom initial engagement at l2 M. P. H. to positive engagement on the vehicle attaining an approximate speed of l5 MrP. H. Engagement of the disks 2li and 2l obviously directly connect the shafts l2 and it causing the bell 25 to overrun the initialv x Assuming againthat the vehicle is at a standstill, the engine to be idling and the Various parts of the transmission to be in the identical respective positions as previously described in connecl to the vehicle propelling shaft i8" tion with accelerating the vehicle solely by depressing the accelerator pedal and as shown in Fig. 1. Desiring to start the vehicle with faster initial getaway, or under conditions of an unusually steep gradient, the driver depresses the single transmission forward speed change control treadle 52 with depresses the engine accelerator pedal (not shown) conventionally with the` right foot. Whereupon, the yoke 55 is actuated whereby the thereof engage the hubend 5l of the optional presser plate with the result that the latter is urged into engagement with the back plate 36. Rotation transmission is thusly initially effected from the' engine flywheel il to the reduced speed effecting input shaft 3U through the medium of the optional presser plate 35 and the instrumentalities consisting of the nut and screw members 52and 5|. Rotation of the nut and screw 52 and 5l relative to each other results in moving the presser plate 35 in one direction and Lthe shaft 30 in an opposite direction, This results in the plate 35 being clutched. It

the left foot and simultaneously;

will be obvious thatl the power forces acting fecting shaft 30 to the engine flywheel Il as long as the treadle 62 is maintained in a depressed state by the driver. In consequence, from a standing start, the transmission will initially give a double reduction (lw speed) drive of the propeller shaft I8 from the shaft 30 thereto througl gears 19 and 73, thecountershaft12,VH through gears 15 and 8| and the roller clutch members 25 to thefbell 24; and the centrifugal automatic engagement of the disks 20 and 2| on the vehicle attaining a speed'of 15 M. P. H. direct coupling the shafts I2 vand I8 together, resulting in an" automatic change to intermediate (second) gear through the medium 'of thev `drive thus being changed between shafts 30 and I8 to the train consisting of gears 19 and 13, the countershaft 12, gears 14 and 89 and shaft I2, and the engaged clutch disks 20 and 2|. It is obvious that the intermediate speed effected in this manner, independently of the one-way clutch 25, will be a positive drive. bringing the engine under i the range of being driven by momentum of the vehicle for a compression brake in gear, and that this reduced gear will ,be maintained to any vehicle speed attainment above 15 M.I P. H. as long as the operator maintains the treadle 62 in the depressed state. Releasing the treadle 62 gradually at will, the driver permits the input clutch componentl A to gradually respond to the centrifugal weights 45 and to adjust itself to its nor-` mal automatic clutch relation, being that of the,J presser plate 38 freeing'the reduced speed effecting driven plate 34 and alternatively engaging the high speed effecting driven clutch plate I3. Whereupon, with complete release of lthe treadle 62, the optional presser plate 35 is also freed from the back plate 36. The resultant of this automatic permitted readjustment is a. direct drive between the engine flywheel IIl and shaft I8 through clutch plate I shaft I2 and the engaged disks 20 and 25. I It )will be obvious that the driver may make use of the treadle 62 at any speed of the vehicle above 15 M. P. Hite optionally change fromhigh to second gear, which above the 12-15 M. P. H. speed range affords the'use of the engine in compression as`a brake; and below 15 M. P. H. to optionally change from the normally automatically adjusted second gear to first (low) gear.

To establish the transmission in an absolutely neutral state the gea'r 8| is shifted by moving thev hand control vI`I1 to an intermediate position, whereupon the gear 8| is shifted by means of a wire II8, crank IIS, shaft 81 and crank 86- to a neutral positionv between the gears 15 and v18.y Similarly, to establish the transmission in reverse, the hand control II1 is pressed fully forward, resulting in the gear 8| being shifted into mesh with the gear 18. Since the shift to reverse would only be undertaken when the vehicle is` at a dead stop, under which condition the centrifugalweights 96 of the output clutch\ component C are atI rest whereupon the lips 99 thereof occupy a contracted circle line, shifting of the gear 8| into reverse will simultaneously, I00 of this gear into encompassing relationwith the lips 99 of all the\weights 96, thus preventing these weights responding to speed of rotation of the shaft I8 While the latter is being driven in reverse gear. Similarlyshifting of the gear 8| intov reverse brings the jaws 88 thereon into engagement with the jaws 89, thus effecting a reverse drive lock between the gear 8Ivand the shaft I8.`

Referring to the'modied change speed gearing component shown in Fig. 4, which-is more par- *ticularly adapted for use exclusively with the input clutch component A, and proposed in connection with the latter to provide a transmission wherein manual shifting of some of the forward bring the rim 'A speedsis retained, the low forward and reverse reversedrive pinions 15 and 16 are positioned clutch engagement by the gear 8|.

spirit of the invention.

the component D, it will be understood that other 50 .sustained full throttle acceleration,

ly to their arrangement shown in Fig.' 1. Accordingly the gear 8| is adapted to shift forwardly into mesh with the reverse idler gear 18'. A separate low forward,` speed driven gear III mates in constant mesh gear 8| is splined at 113-114 to rotate with the shaft I8 and thereon is shiftable rearwardly into spline clutch engagement with clutch teeth I I2 provided on the gear I I I to establish the lowV forward speed drive. the shaft I8'. Also, clutch teeth II5 are provided on the intermediate shaft I2' for spline The splines II4 in the bore of the gear 8|' are divided into opposite end series providing a neutral zone 15 relative to clutch teeth II5 while the gear 8| is in mesh with the reverse gear 18'. Assuming the gear 8| to be in clutch engagement at 112- 114 with the gear III, use of the treadle control 62 will result in the power flywheel II through. driven clutch plates 34 and 35 to shaft 39', thence through gears 19' and 13- to the countershaft 12',`and gears 15 and III to shaft I8' through the clutch connection therebetween of the gear 8|. drive is first gear ratio. In the same gearing relation, the normal centrifugal automatic action of the input clutch component A will be to effect the drive" through the shaft I2', thence through gears and 14', countershaft 12', gears 30 tive forward speed range by clutch engagement 35 of the gear 8|' with the shaft I2 at 113-115 affords, with use of the treadle 62, a second speed driving ratio through the driven clutch plates 34 andiE, gears 19' and 13', countershaft 12', and gears 14 and trifugal automatic action of. the'input clutch component A will beto effect a'- direct drivev (high) between the flywheel II and the shaft I8' through the driven plate I3 and` shaft I2.

In connection withfeither gearing component shown, it will be understood Athat any number of variable speed effecting gears may be employed without departing fromy the Also in connection with forms of suitable instrumentalities for accomplishing similar results, namely, disengagement of the automatic eiectually engaged input clutch J in sequence to engagement of the optionally engageable input clutch, may be substituted for 55 the screw and nut forms 5I and 52, without departing from the `spirit 'of the invention.

Thus it will be seen that I have provided a simple, rugged, highlyvmechanically efficient, easily and inexpensively manufacturable, easily as- 30 sembled and disassembled and repaired and adjusted unitary assembly providing an automatic change speed transmitting system which is especially advantageous for use in connection with a motor vehicle, and by virtue of simplicity and 35 corresponding' low cost particularly provides an automatic change speed transmission importuned of the art for use in vehicles in the lower priced brackets; a system singularly enabling sustained torque transmission between the prime mover and 70 the vehicle wheels without interruption under if desired,

while three variable ratio speeds are brought into use, one succeeding the other automatically and lentirely by frictional engagement, giving lighten- 75 with the pinion 15'. The 5 The gear III is loose on 10 transmitting from the 20 The resulting 25 80", whilethe normal cen- 40 form of change speed 45 CAD able detail and as applied to a motor vehicle in connection with which it has special utility, but it is to be understood that, broadly speaking, the invention is capable of various adaptations and that the specic structure may be varied within wide limits without departing from the spirit of the invention as deiined, in the accompanying claims.

I claim:

1. In a power transmitting mechanism, axially aligned driving and driven shafts, two parallel outl of line andalongitudinallyspaced gears, one for a given direction drive and the other for a reverse direction drive, means for driving said two gears` from said driving shaft in opposite directions, a selector gear in encircling and rotatable and axially movable relative relation to said driving shaft, a device actuated by said selector gear and-'operating to drive said driven shaft in one direction and permitting overrun of said driven shaft in the same direction, said, selector gear being movable in one direction into mesh with one of said two out-of-line gears and in the other'y direction into mesh with the other of said two gears, and said selector gear and said driven shaft each having parts to be engaged simultaneously with the vmeshing of said selector gear with said reverse drive one of said two out-of-line gears for positively preventing relative rotation between r said selector gear and driven shaft in either direction while said selector gear is 'operating in said reverse drive.

' 2. In a motor vehicle drive transmission mechanism, a member driven by the vehicleengine, a vehicle propelling member, a variable driving.

ratio gearing between said engine driven and vehicle propelling members, means including a clutch for connecting said gearing to said engine driven member, a main shaft ofA said gearing in end to end relation with said vehicle propelling member, means in said gearing provided with a\ one-way clutch for driving said vehicle propelling member at reduced' speed relative to said main shaft in one direction and permitting overrun of said vehicle propelling member in the same direction, a i bottom friction clutch plate carried in rotation with one of said main shaft and vehicle propelling members, a presser clutch plate carried in Arotation with said bottom plate, a plurality of driving clutch disks carried in rotation with' said r presser plate, a plurality of mating clutch`disks together between itself and said bottom plate,\

carried in rotation with 'the other of said main shaft and vehicle propelling members, the mating disks alternating and disposed between said presser and bottom plates, said presser plate'being movable to clutch or declutch said matingdisks means for automatically and yieldingly moving said presser plate in one direction to declutch said disks, and means responsive to the speed 9i the one ofv said main shaft and vehicle propelling members with which said presser and bottom plates are rotatable for moving said presser plate in the other direction to clutch said mating disks together.

3. In a power transmission, two axiallyaligned power transmitting members one being a driving member and the other being a driven member, a centrifugal clutch xed to said driven member and adapted on su'icient-speed of rotation to said driven member, and means for rendering said clutch centrifugally non-speed responsive in engagement eiectuating tendencies when said shiftable member occupies a. position eiective in completing said driving connections of said reverse drive.

4. In a transmission mechanism, and -in combination axially aligned driving, driven and intermediate members; a speed reducing train of power transmitting members driven by said intermediate member ,and operating to drive said driven member, means for directly connecting said driving and intermediate members including a rst irictionally-engaging element and means operablev in accordance with the speed of said driving member to cause engagement of said first element, means for directly connecting said intermediate and driven members including a second frictionally-engaging element and means operable in accordance with the speed of one of said intermediate and driven members to cause engagement of said second element, a second speed reducing' train of pQWer transmitting members operating to drive said intermediate member and independently vconnectible with said driving member, means for connecting said second speed reducing train to said driving member including a third frictionally-engaging element, and means =for eecting engagement of said third element.

5. In a power transmitting mechanism and in combination, driving, driven and intermediate power transmitting members rotatably mounted in axial alignment; transmitting means giving one driving ratio operating connection between said intermediate and driven members, said one ratio ,means including a device rendering said connection operative to drive said driven member and permit said driven member being driven from said intermediate member at a faster speed while maintaining said one driving ratio connection; means for operatively connecting said driven member to be driven from said intermediate member at said faster speed automatically upon lsaid driven .member attaining a predetermined speed of rotation, said faster connecting means including a centrifugal automatic engaging clutch carried in. rotation with said driven member and adapted on suilicient-speedof rotation to cause said faster operating connection; and primary drive connection establishing means for automatically connecting said intermediate member to Abe driven'from said driving member upon said driving member attaining a suiicient vspeed of rotation, said primary connecting means including a speed reactive automatic clutch between, and adapted operatively to effect rotation transmission from, said driving member to said inter- 'mediate member reactively to speed of rotation of said driving member above a predetermined point and adapted to4 free said intermediate member rotatively fromssaid driving member below said predetermined speed of the latter.

l 6. A motor vehicle change speed transmission comprising av driving member driven by the vehicle engine, a driven member for propelling said vehicle, a variable speed gearset between said driving said oountershaft to aosacoo ing and driven members, said gearset having at least two different speed effective input members operatively in contiguity with said driving member and atleast two different speed effected output members operatively irLcontiguity with said driven member, means including a device rendering the relatively slow speed one of said two output members operative to drive said driven member whereby an operative connection may be effected between the other and relatively faster one of said two output members and said driven member while maintaining the driving connection of said slow speed output member with said driven member, two input friction clutches one operatively between each of said gearset input members and said driving member, at least one of said clutches being a centrifugal clutch fixed to said driving member and adapted on sufficient speed of rotation to cause operative connection between said driving member and the respective clutch associate one of said gearset input members, the other of said two input clutches having its driving element connected to turn with said driving member and its driven element connected to turn with,its respective associate one of said gearset input members, means for optionally controlling said other of said input clutches to cause operative connection between its associate one of said gearset input members and said driving member, supplemental control means intercontrol, connecting said two input clutches whereby said one clutch will be caused to disestablish operative connection between its associateone of said two gearset input members and said driving member while said other clutchis optionally controlled tov cause its respective associate member operating connection, and another centrifugal clutch fixed to said driven member and adapted on suiiicient speed of rotation to cause operative connection between the said faster one of said gearset output members and said driven member.-

"7. A change speed'motor vehicle transmission comprising axially aligned driving, driven and intermediate. shaftsand a countershaft parallel to 'said intermediate shaft, a nal gearing driven member loosely encircling the driven shaft contiguous end of said intermediate shaft, a primary gearing driving member loosely encircling the primary driving shaft contiguous end of said intermediate shaft, one gear trainoperatively connecting said primary gearing driving member and countershaft, a second gear train operatively connecting said countershaft and intermediate shaft, a selective gearset for operatively connectdrive said final gearing driven member -in either a forward drive effecting or a reverse driveeffecting direction, means including a one-way clutch rendering the power transmitting train when consisting of said for- 'Ward drive effective selection of said selective gearset operative to drive said driven shaft in said direction and permit overrun of said driven 'shaft in the same direction, means for rendering the power transmitting train` when consisting of said reverse drive effective selection of said selec tive gearset operative to drive said driven shaft in said reverse direction, a i'lrst centrifugal clutch fixed to said driving shaft and adapted onl suiiicient speed of rotation to cause operative connection between said driving and intermediate shafts, a second centrifugal clutch fixed to said driven' shaft and adapted on sumcient speed of rotation to cause voperative connection between said intermediate and driven shafts,afourth clutch being a friction clutch with one clutching element connected to turn with said driving shaft and its other clutching element connected to turn with said primary gearing driving member, means for effecting engagement of said fourth clutch directly in response to an act of the operator, and

interclutch control means between said iirst centrifugal and said fourth clutches for effecting disengagement of said iirst centrifugal clutch when said fourth clutch is effectuated to engage directly by an act of the operator.

8. In a power transmitting mechanism, the combination of axially aligned drive, driven and intermediate shafts, a first friction clutch part to turn with said drive shaft, a second friction clutch part to turn with said intermediate shaft, means for engaging said first and second clutch parts, a third friction clutch part to turn with said intermediate shaft, a fourth friction clutch part to turn with said driven shaft, and means for engaging said third and fourth clutch parts, respectively, in response to predetermined speeds of rotation attainment by said drive and driven shaft members, and transmitting means including a one-way clutch mechanism forming a reduced speed one-way drive from said intermediate to said driven member up to said predetermined speed of rotation attainment and allowing for the direct drive operating connection between said intermediate and driven members being superimposed by the speed responsive effectuated engagement of said third and fourth clutch parts While maintaining the driving connections of said reduced speed transmitting means betweenrsaid intermediate and driven members.

9. In a transmission mechanism, the combination of a direct drive shaft structure comprising a driving member, an axially aligned driven member and an axially aligned intermediate direct drive transmitting shaft element between said driving and driven members, first indirect driving transmitting means for driving said intermediate direct drive shaft element from said rst indirect drive transmitting means or from said intermediate direct drive shaft element at ay different speed than either the said driving mem- 4ber`or said intermediate direct drive shaft element, said first and second indirect drive transmitting means jointly including a single counteraligned gearv cluster and said second indirect drive transmitting lmeans including an overrunning clutch means rendering said second indirect transmitting means operable to drive said driven member but allowing for a direct drive connection between said intermediate and driven direct drive shaft element/s, means responsive to the speed of said driving member for directly connecting said driving'and intermediate direct drive shaft elements, means responsive to they speed of said driven member for directly connecting said intermediate and driven direct drive shaft elements, means for engaging said optionally engageable unit of frictionally engageable elements, and means intercontrol connecting said driving member speed responsive means and said .optionally engageable unit of frictionally engageable elements whereby said cio driving member tion between said first indirect drive tra means and said driving member.

10. In a change speed transmission, the combination of axially aligned drive, driven and intermediate main transmission shafts, means fo-r connecting said driven shaft to be rotated from said intermediate aligned shaft at one driving speed ratio including a centrifugal clutch fixed to said driven shaft and adapted on Aa sufficient speed of rotation attainment to complete the driving connectiona-pf said one driving speed ratio between said' intermediate and driven shafts, means for rotating said driven shaft yfrom said intermediate shaft in one direction and at a relatively oslower driving speed ratio until the v relatively higher driving speed ratio between said intermediate and driven shafts is effected by said centrifugal clutch including a one-way clutch for completing the driving connections of said relatively slow driving speed ratio means T permanently to drive said driven shaft from said intermediate shaft in one direction butiallowing for said relatively higher driving speed ratio means to be connected operative between said intermediate and driven-shafts while maintaining the driving connections of said relatively slower driving speed ratio means therebetween, one of said different drivingspeed ratio means between said intermediate and driven shafts including a countershaft parallel to said intermediate shaft forming an intermediary transmitting' element of said meansdmeans for directly coupling said intermediate aligned shaft to said drive shaft,including an automatic ennsmitting shaft and adapted on sufficient speed of rotation to automatically cause said direct coupling between said drive and intermediate shafts; means for directly coupling said main transmission intermediate shaft to said main transmission driven shaft including a centrifugal clutch fixed to said driven shaft and adapted on suilcient speed of rotation to cause said direct coupling between said intermediate and driven shafts; and means under control of the operator for optionally Z changing the driving speed ration between said i, main transmission drive and driven shafts, re-

spectively, as established by either of said centrifugal clutch couplings, said optional change speed ratio means including transmitting means l normally in connection to drive both the countershaft and said main transmission intermediate shaft at a different speed than, and connectible to be driven from, said main transmission drive shaft, an optionally engageable clutch for effect- 2 ing said connection, and means under control of the operator for renderingsaid drive shaftto-intermediate shaft direct coupling centrifugal clutch medium inoperative and for Qsubstantially simultaneously effecting engagement of gsaid op- 2 tionally engageable clutch.

12. In a power transmitting mechanism, the combination of axially aligned driving and intermediate shafts and a parallel countershaft; a rst pair of constant meshing gears "permanently 3* connecting said intermediate and countershafts comprising a gear xedly carried in rotation with said intermediate shaft and a constant meshing mating gear iixedly carried in rotation with said countershaft; a centrifugal automatic clutch mechanism carried in rotationwith one of said driving andrintermediate shafts and adapted upon suicientspeed of rotation to cause cou- 'gaging clutch mechanism, two-Way drive trans- 40 mitting means for optionally rotating said intermediate aligned shaft from said aligned' drive shaft through the medium ofsaid countershaft y and at reduced speed to superimpose vthe speed ratiol drive of said aligned driven shaft 'through either of said rotation transmitting means between said aligned intermediate and driven shafts with a primary speed reducing drive Afrom said aligned drive shaft relatively underv that which results from the said automatic engaging clutch ,50 direct coupling completion of the driving coninections as effected betweensaid aligned drive and intermediatejshafts, said optional speedreduping transmitting means between said drive and intermediate aligned shafts including an option- 5;, ally engageable clutch mechanism adapted to complete the driving connections of said means between said aligned drive and intermediate shafts, and means under control of the operator for`substantially simultaneously rendering said drive-to-intermediate alignedl shafts direct coupling automatic clutch mechanism inoperative and effecting engagement of said opnism is engaged, I tionally engageable ClutCh mechaniSIni 13. In a motor vehicle change speed power 11. A change Speed tranSmiSSiQn Comprising, transmissionA which includes a driving member and in combination, axially aligned drive, driven driven by the vehicle engine, an axially aligneg 65 and intermediate maintransmission shafts and transmitting Shaft, a .driven member for prope J ya paralleI countershaft; transmitting means for 1mg said vehicie, a transmitting means train inrotating` said driven shaft from said intermedicluding 'an overrunning clutch for driving said ate shaft through the medium of said counter driven member frornsaid transmitting shaft at Shaft at 810W Speed including a One-Wayfclutch a low speed ratio'and means including another 70 Vincorporated in said means between said counter-\ clutch provided with automatic means for engagshaft and said driven shaft;. means for directly ing same for connecting said driven member to coupling said main transmission drive shaft to be driven from said transmitting shaft at ahigher said main transmission intermediate shaft inspeed ratio; ofmeans for two-way drive connect.- cluding a centrifugal clutch fixed to said drive ing said transmitting shaft tosaid engine driven 'I5y pling of said shafts together whereby said countershaft becomes positively two-way drive indi- 40 rectly connected at one-speed ratio with said driving member through said intermediate shaft and said first pair of constant meshing gears; means for optionally positive 'two-.way drive indirectly connecting said driving and countershafts 45 at another speed ratio comprising, a second con.

' stant meshing gear pair comprising asecond gear fixedly carried rotatable with said countershaft and a constant meshing mating gear inencircling and rotatable relative relation -to said interrne- 50 diate shaft and for individual direct coupling to said driving shaft, and asolely optionally engageable friction clutch mechanism under control of the operator for coupling said intermediate shaft rotatable relative encircling gear to said 55 driving shaft; and means inter-clutch vcontrol connecting said centrifugal automatic clutch mechanism and said solely optionally engageable clutch mechanism whereby said centrifugal automatic clutch mechanism is rendered inoperative` 60 V; While said optionally engageable clutch mecha- 1 l driven a countershaft parallel to said transmitting shaft, -a gear member adapted to be coupled to turn with said engine driven driving member, positive two-way driving gearing connecting said gear member and said transmitting shaft through the medium of said countershaft and means including a friction clutch mechanism for coupling said gear member to said engine driven driving member. v

14.*In a power transmitting mechanism which includes driving and driven member; means for automatically connecting said members initially at a slow speed ratio of drive including a main transmission shaft in axial alignment, and connectible to turn with, said driving member, a centrifugal automatic clutch mechanism carried in rotation with said driving member and adapted upon sufficient speed of rotation to cause` said connection and a low speed transmitting means driven by said main transmission shaft and operating to drive said driven member; automatic means for. connecting said driving and driven members at a faster speed ratio including an automatic drive coupling unit of transmitting means driven by said main transmission shaft and operative to take the load of said driven member from said slow speed transmitting means; and means for optionally changing the speed ratio of drive between said driving anmd members including a fixed axis countershaft parallel to said'main transmission shaft, a ilrst'pair'l of constant meshing gears permanently two-way drive connecting said countershaft and main transmission shaft for rotation transmission in either direction therebetween, a

second pair of constant meshinggears one of which is permanently in connection to rotate in either direction with said countershaft and the otherl of which is in encircling and rotatable relative relation t0 said main transmission shaft and for optional coupling to turn with said driving member, a solely optionally engageable friction clutch mechanism for causing said coupling y of said gear to said driving member, and means operative solely at the will of the operator for substantially simultaneously causing engagement of said solely optionally engageable clutch mechainsm a-.nd disengagement of said driving member-carried centrifugal automatic clutch mecha- 15. In a motor vehicle drive which includes axially aligned driving and driven transmitting members, a change sp'eedtransmission therebetween having, a first speed ratio automatically establishable drive comprising an intermediate shaft between and in axial alignment with said driving and driven ing a first centrifugal automatic clutch carried in rotation with said driving member and adapted upon suicient speed of rotation to couple said intermediate shaft and driving member together and means vincluding gearing having an overrunning clutch in series therein giving one speed ratio of drive between said intermediate shaft and driven member, a second automatically establishable drive including faster speed transmitting means driven from said intermediate shaft and intermediate shaft at reduced bers, respectively,

members and means includand driven\member and an optional speed ratio of drive including a countershaft parallel to said intermediate shaft and transmitting means of which said countershaft is contributory for indirect driving of said intermediate shaft from said driving member and a solely optionally engageable clutch mechanism under control of the operator for completing the driving connections of said optional vspeed ratio of drive between said intermediate shaft and driving member, and means intercontrol relating said driving member-to-intermediate shaft centrifugal automatic clutch and said optional speed ratio of drive clutch ,mechanism whereby said centrifugal clutch is rendered inoperative while said optional speed from said intermediate shaftin one direcfor driving said speed from said driving shaft including an auxiliary intermediate shaft in encircling and rotatable relative'relation to said main intermediate shaft and means for `coupling said auxiliary intermediate shaft to said driving shaft comprising another unit of frictionally-engaging elements one element of which is rotatable with said auxiliary intermediate shaft and a mating element of which is rotatable with said driving shaft.

17. In a motor vehicle drive, a combined engine driven power transmitting driving member and vehicle propelling power transmitting driven member speed responsive automatic transmission for initial drive coupling to start the vehicle upon said drivingmember attaining a predetermined speed of rotation and for changing the speed ratio of drive upon said driven member attaining a predetermined speed of rotation, comprising in combination, driving and driven memdriven by the vehicle engine and for propelling said vehicle, a variable speed gearset between said driving and driven members having an intermediate transmitting shaft eletion, and transmitting means ment in axial alignment with and between said p driving and driven members and a parallel countershaft, gearing two-way drive connecting said intermediate and countershafts, selective means for effecting either a forward or a reverse driving train between said countershaft and driven member, an overrunning clutch in series with the forward drive train of said selective means permitting said driven member rotating at higher speed while said forward drive selective train remains mobilized to take the load of said driven member, means for automatically connecting said intermediate shaft to be driven from said driving member upon said driving member attaining a predetermined speed of rotation including a first engaging speed responsive automatic clutch mechanism responsive to the. speed of said driving member, and means for automati- I cally connectingsaid driven member to be driven irom said intermediate shaft at a higher speed ratio upon saiddriven member attaining a predetermined speed of rotation inciuding a secondly engaging speed responsive automatic clutch mechanism responsive to the speed oi said driven member.

18 in a power transmitting mechanism which includes driving and driven members; intermediary multi-speed transtting mechanism between said driving and driven members, said intermediary multi-speed tratting mechanism having a countershaft parallel to said driv- .ing member, a plurality of concentric power` of. said concentric members through the medium of said countershaft in either direction, anda transmitting train between said countershaft and said driven member including an overrunnlng clutch in series in said train rendrering said train4 a one-way driving medium between said countershaft and said driven member and permitting faster rotation of said driven member while saiclA train remains mobilized to take the load of said driven member; means for positively two-way drive connecting at least one of said plurality of concentric members to said driven member forming means for rotating said driven member at said faster speed; and means for positively two-way drive connecting each of said plurality of concentric members individually to said driving member.

19. In a change speed power transmitting mechanism which includes axially aligned driving and driven members and an intermediate shaft, the combination with means for driving said driven member from said intermediate shaft at a low speed ratio and at a high speed-ratio selectively automatic in accordance with the speed of rotation of said driven member comprising, a low speed ratio of drive trantting means for driving said driven member from said intermediate shaft ln one direction and having an overrunning clutch in series in said tri Aitting means therebetween whereby faster rotation of said driven member is permitted than the ratio of drive bysaid low speed transmitting means while said low speed transmitting means remains mobilized to take the load of said driven member, and a high speed ratio of drive transmitting means between said intermediate shaft and driven member and means operating in accordance with the speed of said driven member for completing the driving connections of said high speed ratio of drive ltransmitting means between said intermediate shaft 'and driven members; of means operating in accordance with the speed of said driving member for direct coupling said driving member and said intermediate shaft together; and means solely operable at the option'of the operator for supplanting the direct drive coupling of said driving member and intermediate shaft with a speed reducing gear drive connection therebetween whereby the normal speed ratios oi* any prevailing driving connection between said intermediate shaft and said driven member is drive augmentively sub-reduced in driving speed edectiveness to drive said driven ber, said optional aoeaeoo speed reducing augmentive drive means including a positive two-way dri gear train permanently in operating connection with said intermediate shait and for optional connection to said driving member, a normally disengaged friction clutch mechanism between, and solely optionally engageable to connect, said positive two-way drive gear train to said drivingmember, means under control of the operator for effecting engagement of said optionally engageable friction clutch mechanism, and means inter-control relating the driving member-to-gear drive train connecting clutch mechanism and the driving member-tointermediate shattdirect coupling means whereby the latter is rendered inoperative while said gear train connecting clutch is engaged.

20. In a change speed power transmission, in combination, with driving and driven members and a multi-speed transmitting mechanism hav- Ving a main driving shaft element directly conelement to be driven from, or to drive, said driving member, respectively, in either direction comf prising, a direct drive connecting automatic engaging clutch mechanism between and operating to directly couple said driving member and said main shaft element to vrotate together, a positive 'two-Way drive gear train permanently in two-way drive rotation transmitting connection with said main shaft element but normally disconnected and solely optionally connectible to be driven fromQor to drive, said driving member, and means under, control of the operator for rendering said direct drive connecting automatic engaging clutch inoperative and alternatively but substantially simultaneously cause positive two-way drive completion of the driving connections of said positive two-way drive gear train between said driving member and said main shaft element, said last-mentioned means including a normally disengaged and solely optionally engageable unit of frictionally-engaging elements for completing vthe driving connections of said gear trainbetween said main shaft element and said driving member and means intercontrol connecting said direct drive connecting automatic engaging clutch and said gear drive connecting unit of frictionally-engaging eiements for causing said direct drive connecting automatic clutch to be rendered inoperative and prevented from engaging while said unit of frictionally-engaging elements are operating to connect said gear train. i

21. In a motor vehicle drive which includes a driving member driven by the vehicle engine and a driven member for propelling said vehicle and a multi-speed transmitting mechanism drivingly automaticallyrelatable to drive said driven member at different speed ratios and a shaft power input member to the multi-speed transmittingl in connection to drive said multi-speed transmitaccesso ting mm but solely optinally connectible to be driven from said engine driven driving member and a normally disengaged and solely optionally engageable friction clutch mechanism lfor connecting said auxiliary gear drive input with said optionally engageable clutch mechanism and through the medium of which latter said automatic drive coupling means optional train of said gearset alignment with, and

control means is subrelated with said operator controlled means for causing said automatic drive coupling means to be rendered inoperative while said optionally engageable clutch mechanism is engaged. y y

22., In a power transmitting mechanism which includesiaxially aligned driving and driven members and a parallel countershaft having a fixed axis; the combination of a selective one-.way driving forward and reverse drive gearset between said oountershaft and said driven member including an overrunning clutch in series in the forward driving establishable train of said gearset between said countershaft and driven mem, ber for facilitating said driven member to rotate' faster in the forward drive -direction than the speed ratio of -drive of the selected forward drive while said train remains mobilized to take the load of said driven member; and a friction clutch means selectable multispeed gearset between said 'driving membery and countershaft comprising a plurality of concentric and rotatable relative transmitting shafts in axial each for individual friction clutch direct upling to,

rality of concentric transmitting shafts to said' countershaft, respectively. .at a different speed ratio of drive, and multiclutch means Aincluding said driving member, a connecting'each ofsaid plua separate engaging unit of frictionally-engaging elements for coupling each of said plurality of concentric transmitting shafts to said driving member. a

23. In a motor vehicle drive which includes a driving. member driven by the vehicle engine and an axially aligned driven member for propelling said vehicle and an axially aligned intermediate shaft between said driving and driven members; the combination of driving and driven member speed responsive automatic clutch mechanisms, respectively, for coupling said axially aligned driving member and intermediate shaft together Y and for coupling. said axially aligned intermediate shaft and said driven member together; and means for optionally cancelling the coupling between said driving member and axially aligned said intermediate shaft as established by said vdriving member speed responsive automatic,

clutch vmechanism and substituting therebetween a positive two-way drive indirect driving connection whereby either the said intermediate shaft may be driven from said driving member in either direction under power at a different speed than said driving member or said driving member may be driven from said. intermediate shaft under load momentum in either direction at a ,different speed than said intermediate shaft. said optional means including a positive two-way drive gearingforming a transmitting train permanently in operating connection at one end with one-of said-driving member and intermediate shaft members, an7optional1y engageable friction clutch mechanism for connecting ting train at its other end to the other of said driving member and intermediate shaft members, and means for substantially simultaneously causing engagement of said optionally engageable clutch mechanism and disengagement of the driving m'ember speed clutch. BVEREIT R. BURTNETI. v

said transmitresponsive automatic o 

